Systems and methods for adjusting engine operating points based on emissions sensor feedback

ABSTRACT

A system includes at least one sensor coupled to an aftertreatment system and a controller having at least one processor coupled to at least one memory device storing instructions that, when executed by the at least one processor, cause the controller to perform operations. The operations include: adjusting an operating point of an engine in response to emissions information from the at least one sensor and based on a fault indicator regarding a component of the system; and, controlling an electric motor in response to the adjustment of the operating point of the engine based on a change in power output from the engine to assist in a desired emissions characteristic.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. application Ser. No.17/248,101, titled “SYSTEMS AND METHODS FOR ADJUSTING ENGINE OPERATINGPOINTS BASED ON EMISSIONS SENSOR FEEDBACK,” filed Jan. 8, 2021, which isincorporated herein by reference in its entirety.

TECHNICAL FIELD

The present disclosure relates to managing emissions by adjustingoperating points for an engine and/or a motor/generator for a vehiclebased on an emissions sensor(s) feedback to control/manage emissionsfrom the vehicle.

BACKGROUND

In a vehicle, the powertrain or powertrain system refers to thecomponents that provide the power to propel the vehicle. Thesecomponents include the engine, transmission, drive/propeller shaft,differentials, and final drive. In operation and for an internalcombustion engine, the engine combusts a fuel to generate mechanicalpower in the form of a rotating crankshaft. The transmission receivesthe rotating crankshaft and manipulates the engine speed (i.e., therotation of the crankshaft) to control a rotational speed of thedrive/propeller shaft, which is also coupled to the transmission. Therotating drive shaft is received by a differential, which transmits therotational power to a final drive (e.g., wheels) to cause a movement ofthe vehicle.

In regards to a hybrid vehicle, conventional hybrid engine systemsgenerally include both an electric motor or motor(s) and an internalcombustion engine that function to provide power to the drivetrain inorder to propel the vehicle. A hybrid vehicle can have variousconfigurations. For example, in a parallel configuration, both theelectric motor and the internal combustion engine are operably connectedto the drivetrain/transmission to propel the vehicle. In a seriesconfiguration, the electric motor is operably connected to thedrivetrain/transmission and the internal combustion engine indirectlypowers the drivetrain/transmission by powering the electric motor(examples include extended range electric vehicles or range-extendedelectric vehicles).

Some vehicles further include an exhaust aftertreatment systemconfigured to mitigate emissions from the vehicle (e.g., reduce harmfulexhaust gas emissions (e.g., nitrous oxides (NOx), sulfur oxides,particulate matter, etc.). In operation and, for example, a reductantmay be injected into the exhaust stream to chemically bind to particlesin the exhaust gas. This mixture interacts with a catalyst that, atcertain temperatures, causes a reaction in the mixture that converts theharmful emissions into less harmful emissions (e.g., nitrous oxide (NOx)particles into nitrogen and water). However, due to fault conditions inboth the engine and aftertreatment systems, along with aging of variouscomponents within those systems, emissions of harmful gases may notalways be controlled as desired.

SUMMARY

One embodiment relates to a system including an exhaust aftertreatmentsystem coupled to an engine, at least one sensor coupled to theaftertreatment system, and a controller having at least one processorcoupled to at least one memory device storing instructions that, whenexecuted by the at least one processor, cause the controller to performvarious operations. The operations include receiving emissions data fromthe at least one sensor regarding exhaust gas from the engine;determining that an emissions level is at or above a predefinedthreshold based on the received emissions data; adjusting an operatingpoint of the engine in response to the emissions level being at or abovethe predefined threshold to reduce the emissions level; and controllingan electric motor in response to the adjustment of the engine tocompensate for a change in power output from the engine to assist inreducing the emissions level to below the predefined threshold.

Another embodiment relates to a system for a hybrid vehicle. The systemincludes a controller coupled to an electrified powertrain and to atleast one sensor disposed in an exhaust aftertreatment system of thehybrid vehicle. The controller is structured to: receive emissions datafrom the at least one sensor regarding exhaust gas from an engine;determine that an emissions level is at or above a predefined thresholdbased on the received emissions data; adjust an operating point of anengine of the electrified powertrain in response to the emissions levelbeing at or above the predefined threshold; and control an electricmotor of the electrified powertrain in response to the adjustment of theengine to compensate for a change in power output from the engine toreduce the emissions level to below the predefined threshold.

Another embodiment relates to a method. The method is structured toreduce emissions from a hybrid vehicle having an exhaust aftertreatmentsystem. The method includes: receiving, by a controller, emissions dataregarding an emissions level of a hybrid vehicle having an exhaustaftertreatment system from a sensor; determining, by the controller,that the emissions level is at or above a predefined threshold;adjusting, by the controller, an operating point of an engine of thehybrid vehicle based on the emissions level being at or above thepredefined threshold; and controlling, by the controller, an electormotor in response to the adjustment of the operating point of the engineto compensate for a change in power output from the engine and to reducethe emissions level to below the predefined threshold.

This summary is illustrative only and is not intended to be in any waylimiting. Other aspects, features, and advantages of the devices orprocesses described herein will become apparent in the detaileddescription set forth herein, taken in conjunction with the accompanyingfigures, wherein like reference numerals refer to like elements.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a schematic view of a block diagram of a vehicle, according toan example embodiment.

FIG. 2 is a schematic view of a block diagram of the aftertreatmentsystem of the vehicle of FIG. 1 , according to an example embodiment.

FIG. 3 is a block diagram of the controller of FIGS. 1-2 , according toan example embodiment.

FIG. 4 is a flow diagram of a method of controlling the vehicle of FIG.1 , according to an example embodiment.

DETAILED DESCRIPTION

Following below are more detailed descriptions of various conceptsrelated to, and implementations of, methods, apparatuses, and systems toadjust an engine operating point based on an emissions sensor feedbackin a hybrid vehicle. Before turning to the Figures, which illustratecertain exemplary embodiments in detail, it should be understood thatthe present disclosure is not limited to the details or methodology setforth in the description or illustrated in the Figures. It should alsobe understood that the terminology used herein is for the purpose ofdescription only and should not be regarded as limiting.

Referring to the Figures generally, systems and methods for coordinationbetween and control of operating points for an engine and an electricmotor of a vehicle based on feedback from an emissions sensor of anexhaust aftertreatment system are shown and described herein accordingto various embodiments. Internal combustion engines produce or emitexhaust gas (i.e., emissions), which can contain environmentally harmfulcompounds such as nitrous oxides (NOx), particulate matter (PM), carbonmonoxide (CO), sulfur oxides (SOx), greenhouse gases, and so on. Theamount of the emitted environmentally harmful gases may be referred toas an “emissions level” herein. The emissions level can be higher due tofault conditions in both the engine and aftertreatment systems, alongwith the aging of various components within those systems (e.g.,selective catalytic reduction systems, etc.). When catalysts age, theirefficacy for reducing harmful exhaust gases such as NOx to nitrogen andwater may be diminished.

According to the present disclosure, a system, method, and apparatus isdisclosed for adjusting engine and electric motor operating points inorder to reduce an emissions level output. A system out emissionssensor, such as a NOx sensor, is positioned at or near an outlet pointfor emissions from an engine-exhaust aftertreatment system (e.g., in thetailpipe). The system out (SO) emissions sensor is configured orstructured to track certain emissions characteristics (e.g., NOx amountout, etc.). Based on this tracked data, a controller determines when aparticular emissions level is higher than expected (exceeds a predefinedthreshold value). The operating point of the engine is adjusted by thecontroller to a desired level dependent on the tracked data (e.g., highNOx, high particulate matter, etc.) to reduce emissions. In combination,the controller adjusts operation of the electric motor to maintainvehicle power demands (e.g., a driver power demand for a maneuver). Forinstance and in some embodiments, in response to the emissions sensoracquiring data indicative of the emissions level being above thethreshold, the engine load is adjusted (e.g., decreased) to adjust(e.g., decrease) combustion temperatures and reduce EONOx production.Concurrently or nearly concurrently, the controller increases a poweroutput from the electric motor to compensate for the reduced enginepower output to meet or substantially meet vehicle power demands (e.g.,to be substantially unnoticeable to a driver/operator of the vehicle).The increase of power output of the electric motor may not be optimalfrom an electric flow standpoint (e.g., less state of charge thantypically utilized for electric motor operation). However, thisarrangement is beneficial for emissions output/efficiency and meetingemissions regulations. These and other features and benefits aredescribed more fully herein below.

Referring now to FIG. 1 , a vehicle 100 is shown, according to anexample embodiment. The vehicle 100 includes a powertrain system 110, anaftertreatment system 120, an operator input/output (I/O) device 130,and a controller 140, where the controller 140 is communicably coupledto each of the aforementioned components. The vehicle 100 may be anon-road or an off-road vehicle including, but not limited to, line-haultrucks, mid-range trucks (e.g., pick-up trucks), tanks, airplanes, andother types of vehicle that utilize an exhaust aftertreatment systemwith an at least partially hybrid or electrified powertrain (e.g.,electrical power to propel the vehicle may be provided by one or moreelectric power output devices, such as an electric motor). In theexample shown, the vehicle 100 is a hybrid vehicle. In an alternateembodiment, the vehicle may be a stationary vehicle, such as a powergenerator or genset, that includes an electrified motor, internalcombustion engine, and an exhaust aftertreatment system.

The powertrain system 110 is shown as an electrified powertrain systemincluding an engine 101 and a motor generator 106, among othercomponents. The powertrain system 110 facilitates power transfer fromthe engine 101 and/or motor generator 106 to power and/or propel thevehicle 100 (e.g., move the vehicle forward, backward, etc.). Thepowertrain system 110 includes the engine 101 and the motor generator106 operably coupled to a transmission 102 that is operatively coupledto a drive shaft 103, which is operatively coupled to a differential104, where the differential 104 transfers power output from the engine101 and/or motor generator 106 to the final drive (shown as wheels 105)to propel the vehicle 100.

As a brief overview, the engine 101 receives a chemical energy input(e.g., a fuel such as gasoline or diesel) and combusts the fuel togenerate mechanical energy, in the form of a rotating crankshaft. Incomparison, the motor generator 106 may also be in a power receivingrelationship with an energy source, such as the battery 107 thatprovides an input energy to output usable work or energy to in someinstances propel the vehicle 100 alone or in combination with the engine101. In this configuration, the hybrid vehicle has a parallel driveconfiguration. However, it should be understood, that otherconfigurations of the vehicle 100 are intended to fall within the spiritand scope of the present disclosure (e.g., a series configuration,etc.). As a result of the power output from at least one of the engine101 and/or the motor generator 106, the transmission 102 may manipulatethe speed of the rotating input shaft (e.g., the crankshaft) to effect adesired drive shaft 103 speed. The rotating drive shaft 103 is receivedby a differential 104, which provides the rotation energy of the driveshaft 103 to the final drive 105. The final drive 105 then propels ormoves the vehicle 100.

The transmission 102 may be structured as any type of transmission, suchas a continuous variable transmission, a manual transmission, anautomatic transmission, an automatic-manual transmission, a dual clutchtransmission, etc. Accordingly, as transmissions vary from geared tocontinuous configurations (e.g., continuous variable transmission), thetransmission can include a variety of settings (gears, for a gearedtransmission) that affect different output speeds based on the enginespeed. Like the engine 101 and the transmission 102, the drive shaft103, differential 104, and final drive 105 may be structured in aconfiguration dependent on the application (e.g., the final drive 105 isstructured as wheels in an automotive application and a propeller in anairplane application). Further, the drive shaft 103 may be structured asa one-piece, two-piece, and a slip-in-tube driveshaft based on theapplication.

The engine 101 is an internal combustion engine (e.g.,compression-ignition or spark-ignition). Depending on the engine 101structure, the engine 101 may be powered by various fuel types (e.g.,diesel, ethanol, gasoline, etc.). The engine 101 includes one or morecylinders and associated pistons. In the example shown, the engine 101is a diesel powered compression-ignition engine. Air from the atmosphereis combined with fuel, and combusted, to produce power for the vehicle.Combustion of the fuel and air in the compression chambers of the engine101 produces exhaust gas that is operatively vented to an exhaust pipeand to the exhaust aftertreatment system. The engine 101 may be coupledto a turbocharger (not shown). The turbocharger includes a compressorcoupled to an exhaust gas turbine via a connector shaft. Generally, hotexhaust gasses spin the turbine which rotates the shaft and in turn, thecompressor, which draws air in. By compressing the air, more air canenter the cylinders, or combustion chamber, thus burning more fuel andincreasing power and efficiency. A heat exchanger, such as a charge aircooler, may be used to cool the compressed air before the air enters thecylinders. In some embodiments, the turbocharger is omitted.

Although referred to as a “motor generator” 106 herein, thus implyingits ability to operate as both a motor and a generator, it iscontemplated that the motor generator component, in some embodiments,may be an electric generator separate from the electric motor (i.e., twoseparate components) or just an electric motor. Further, the number ofelectric motors or motor generators may vary in differentconfigurations. The principles and features described herein are alsoapplicable to these other configurations. Among other features, themotor generator 106 may include a torque assist feature, a regenerativebraking energy capture ability, and a power generation ability (i.e.,the generator aspect). In this regard, the motor generator 106 maygenerate a power output and drive the transmission 102. The motorgenerator 106 may include power conditioning devices such as an inverterand a motor controller, where the motor controller may be coupled to thecontroller 150. In other embodiments, the motor controller may beincluded with the controller 150.

The battery 107 may be configured as any type of rechargeable (i.e.,primary) battery and of any size. In some embodiments, the battery 107may be other electrical energy storing and providing devices, such asone or more capacitors (e.g., ultra-capacitors, etc.). In still otherembodiments, the battery 107 may be a battery system that includes oneor more rechargeable batteries and energy storing and providing devices(e.g., ultra-capacitors, etc.). The battery 107 may be one or morebatteries typically used or that may be used in hybrid vehicles (e.g.,Lithium-ion batteries, Nickel-Metal Hydride batteries, Lead-acidbatteries, etc.). The battery 107 may be operatively and communicablycoupled to the controller 140 to provide data indicative of one or moreoperating conditions or parameters of the battery 107. The data mayinclude a temperature of the battery, a current into or out of thebattery, a number of charge-discharge cycles, a battery voltage, a stateof charge (SOC), etc. As such, the battery 107 may include one or moresensors coupled to the battery 107 that acquire such data. In thisregard, the sensors may include, but are not limited to, voltagesensors, current sensors, temperature sensors, etc.

The vehicle 100 may further include a power grid interface 108 coupledto the battery 107 and the motor generator 106 and configured to enablean electrical power transfer to the motor generator 106. The power gridinterface 108 may connect the battery 107 to an electric power grid (notillustrated) to charge the battery 107. The power grid interface 108 maybe configured as an interface for supplying energy to the battery 107from an external power transmission source (e.g., generator, chargingstation, etc.). For example, a plug may be included with the vehiclethat electrically couples the vehicle 100 to a charging source (i.e., aplug-in hybrid vehicle).

Referring now to FIGS. 1 and 2 , the aftertreatment system 120 for thevehicle 100 is shown, according to an example embodiment. It should beunderstood that the schematic depicted in FIG. 2 is but oneimplementation of an engine exhaust aftertreatment system. Accordingly,it should be understood that the systems and methods of the presentdisclosure may be used in a variety configurations such that theembodiment depicted in FIG. 2 is not meant to be limiting.

The aftertreatment system 120 is coupled to the engine 101, and isstructured to treat exhaust gases from the engine 101 in order to reducethe emissions of harmful or potentially harmful elements (e.g., NOxemissions, particulate matter, etc.). The aftertreatment system 120 isshown to include various components and systems, such as a dieseloxidation catalyst (DOC) 121, a diesel particulate filter (DPF) 122, anda selective catalytic reduction (SCR) system 123. The SCR 123 convertsnitrogen oxides present in the exhaust gases produced by the engine 101into diatomic nitrogen and water through oxidation within a catalyst.The DPF 122 is configured to remove particulate matter, such as soot,from exhaust gas flowing in the exhaust gas conduit system. In someimplementations, the DPF 122 may be omitted. Also, the spatial andrelative order of the catalyst elements may be different in otherconfigurations.

The SCR catalyst operation can be affected by several factors. Forexample, the effectiveness of the SCR catalyst to reduce the NOx in theexhaust gas can be affected by the operating temperature. If thetemperature of the SCR catalyst is below a threshold value or range, theeffectiveness of the SCR catalyst in reducing NOx may be reduced below adesired threshold level, thereby increasing the risk of high NOxemissions into the environment. The SCR catalyst temperature can bebelow the threshold temperature under several conditions, such as, forexample, during and immediately after engine startup, during coldenvironmental conditions, etc. Further, typically, higher combustiontemperatures promote engine out NOx (EONOx) production. This is due tothe rapid fire expansion from within the cylinder, which leads to therelease of NOx. Increasing exhaust gas recirculation (EGR) leads toreduction in combustion temperatures, which reduces EONOx. However, EGRcan promote particulate matter emissions due to incomplete combustion ofparticles. Additionally, higher loads and power demands also tend toincrease combustion temperatures and, in turn, EONOx. Higher poweroutput coincides with higher fueling pressures and quantity (increasesin fuel rail pressure). In turn, increasing fueling pressures, quantity,etc. also tends to promote EONOx production.

Further, in hybrid systems that either use internal combustion enginesfor charging batteries or to provide power in conjunction with one ormore electric motors, the internal combustion engine may start and stopat variable times, increasing the risk of low SCR catalyst operatingtemperatures. As a result, when the engine is started, the lowtemperature of the SCR catalyst can result in high NOx emission levels.While the SCR catalyst temperature may progressively increase once theengine is running after startup, until that time, the exhaust gas caninclude an undesirable amount of NOx. The effectiveness of the SCRcatalyst can also be affected by faults in the SCR system that indicate,for example, a lack of reductant, a build-up on the SCR catalyst, asustained conversion efficiency below a predefined value (e.g., a NOxconversion efficiency, etc.

The aftertreatment system 120 may include a reductant delivery systemwhich may include a decomposition chamber (e.g., decomposition reactor,reactor pipe, decomposition tube, reactor tube, etc.) to convert thereductant (e.g., urea, diesel exhaust fluid (DEF), Adblue®, a urea watersolution (UWS), an aqueous urea solution, etc.) into ammonia. A dieselexhaust fluid (DEF) 124 is added to the exhaust gas stream to aid in thecatalytic reduction. The reductant may be injected by an injectorupstream of the SCR catalyst member such that the SCR catalyst memberreceives a mixture of the reductant and exhaust gas. The reductantdroplets undergo the processes of evaporation, thermolysis, andhydrolysis to form non-NO_(x) emissions (e.g., gaseous ammonia, etc.)within the decomposition chamber, the SCR catalyst member, and/or theexhaust gas conduit system, which leaves the aftertreatment system 120.The aftertreatment system 120 may further include an oxidation catalyst(e.g., the DOC 121) fluidly coupled to the exhaust gas conduit system tooxidize hydrocarbons and carbon monoxide in the exhaust gas. In order toproperly assist in this reduction, the DOC 121 may be required to be ata certain operating temperature. In some embodiments, this certainoperating temperature is between approximately 200 degrees C. and 500degrees C. In other embodiments, the certain operating temperature isthe temperature at which the conversion efficiency of the DOC 121exceeds a predefined threshold value.

The aftertreatment system 120 may further include a Lean NOx Trap (LNT)and/or a three-way catalyst (TWC) (or another catalytic converter). TheLNT may act to reduce NOx emissions from a lean burn internal combustionengine by means of adsorption. Among other potential functions andfeatures, the TWC may function to manage emissions from rich-burnengines while providing optimal performance with minimal cleaning ormaintenance. Utilizing a flow-through substrate coated with a preciousmetal catalyst, the chemical oxidation process may convert engine outemissions into harmless nitrogen, carbon dioxide and water vapor as thegas passes through the catalytic converter (e.g., three-way catalyst).

As shown, a plurality of sensors 125 are included in the aftertreatmentsystem 120. The number, placement, and type of sensors included in theaftertreatment system 120 is shown for example purposes only. In otherconfigurations, the number, placement, and type of sensors may differ.The sensors 125 may be NOx sensors, temperature sensors, particulatematter (PM) sensors, and/or other emissions-related sensors. The NOxsensors are structured to acquire data indicative of a NOx amount ateach location that the NOx sensor is located (e.g., a concentrationamount, such as parts per million). The NOx sensor may also measure oracquire data indicative of an oxygen concentration in the exhaust gasflowing by the sensor. The temperature sensors are structured to acquiredata indicative of a temperature at their locations. The PM sensors arestructured to monitor particulate matter flowing through theaftertreatment system 120.

The sensors 125 may be located after the engine 101 and before theaftertreatment system 120, after the aftertreatment system 120, and/orwithin the aftertreatment system (e.g., coupled to the DPF and/or DOC,coupled to the SCR, etc.). It should be understood that the location ofthe sensors may vary in other configurations. In one embodiment, theremay be sensors 125 may located both before and after the aftertreatmentsystem 120. In one embodiment, the sensors are structured as exhaust gasconstituent sensors (e.g., CO, NOx, PM, SOx, etc. sensors). In anotherembodiment, the sensors 125 are structured as non-exhaust gasconstituent sensors that are used to estimate exhaust gas emissions(e.g., temperature, flow rate, etc.).

Additional sensors may be also included with the vehicle 100. Thesensors may include engine-related sensors (e.g., torque sensors, speedsensors, pressure sensors, flow rate sensors, temperature sensors,etc.). The sensors may further include motor generator-related sensors(e.g., a battery state of charge (SOC) sensor, a power output sensor, avoltage sensor, a current sensor, etc.). The additional sensors maystill further include sensors associated with other components of thevehicle (e.g., speed sensor of a turbo charger, fuel quantity andinjection rate sensor, fuel rail pressure sensor, etc.).

The sensors may be real or virtual (i.e., a non-physical sensor that isstructured as program logic in the controller that makes variousestimations or determinations based on received data). For example, anengine speed sensor may be a real or virtual sensor arranged to measureor otherwise acquire data, values, or information indicative of a speedof the engine 101 (typically expressed in revolutions-per-minute). Thesensor is coupled to the engine (when structured as a real sensor), andis structured to send a signal to the controller 150 indicative of thespeed of the engine 101. When structured as a virtual sensor, at leastone input may be used by the controller 150 in an algorithm, model,look-up table, etc. to determine or estimate a parameter of the engine(e.g., power output, etc.). The other sensors may be real or virtual aswell. As described herein, the sensors 125 and additional sensors mayprovide data regarding how the particular vehicle system is operating,and determine how to adjust operating points of the engine and/ormotor/generator based on the sensor feedback.

The controller 140 is coupled to the engine and the electric motor, anda variety of other components, including the sensors 125 of theaftertreatment system 120. The controller 140 is structured to receivedata from one more of the sensors 125 (i.e., emissions sensors) tomonitor and determine whether the emissions level is at or above apredefined threshold. In response to the received data, the controller140 may adjust the operating point(s) of the engine and the electricmotor to meet driver demands yet reduce or mitigate harmful exhaust gasemissions. The controller 140 may further use the data for monitoringand diagnostic purposes. In some embodiments and based on the receiveddata, the controller 140 may generate one or more fault codes (e.g., OBDcodes, diagnostic trouble codes, malfunction indicator lamps/lights, andso on).

Referring still to FIGS. 1 and 2 , an operator input/output (I/O) device130 is also shown. The operator I/O device 130 may be communicablycoupled to the controller 140, such that information may be exchangedbetween the controller 140 and the I/O device 130, wherein theinformation may relate to one or more components of FIG. 1 ordeterminations (described below) of the controller 140. The operator I/Odevice 130 enables an operator of the vehicle 100 to communicate withthe controller 140 and one or more components of the vehicle 100 of FIG.1 . For example, the operator input/output device 130 may include, butis not limited to, an interactive display, a touchscreen device, one ormore buttons and switches, voice command receivers, etc. In variousalternate embodiments as described above, the controller 140 andcomponents described herein may be implemented with non-vehicularapplications (e.g., a power generator with an electric motor).Accordingly, the I/O device may be specific to those applications. Forexample, in those instances, the I/O device may include a laptopcomputer, a tablet computer, a desktop computer, a phone, a watch, apersonal digital assistant, etc. Via the operator I/O device, thecontroller 140 may provide diagnostic information, a fault or servicenotification based on one or more determinations. For example, in someembodiments, the controller 140 may display, via the operator I/Odevice, a temperature of the DOC 121, a temperature of the engine 101and the exhaust gas, and various other information.

The controller 140 is structured to control, at least partly, theoperation of the vehicle 100 and associated sub-systems, such as thepowertrain system 110, the aftertreatment system 120 (and variouscomponents of each system), and so on. According to the example shown,the components of FIG. 1 are embodied in a vehicle. In various alternateembodiments, as described above, the controller 140 may be used withother engine system and/or any engine-exhaust aftertreatment system withan electric motor (e.g., a power generator with an electric motor).Communication between and among the components may be via any number ofwired or wireless connections. For example, a wired connection mayinclude a serial cable, a fiber optic cable, a CAT5 cable, or any otherform of wired connection. In comparison, a wireless connection mayinclude the Internet, Wi-Fi, cellular, radio, etc. In one embodiment, acontroller area network (CAN) bus provides the exchange of signals,information, and/or data. The CAN bus includes any number of wired andwireless connections. Because the controller 140 is communicably coupledto the systems and components of FIG. 1 , the controller 140 isstructured to receive data from one or more of the components shown inFIG. 1 . The structure and function of the controller 140 is furtherdescribed in regard to FIG. 3 .

Referring now to FIG. 3 , a schematic diagram 200 of the controller 140of the vehicle 100 of FIG. 1 is shown according to an exampleembodiment. The controller 140 may be structured as one or moreelectronic control units (ECU). The controller 140 may be separate fromor included with at least one of a transmission control unit, an exhaustaftertreatment control unit, a powertrain control module, an enginecontrol module, etc. In one embodiment, the components of the controller140 are combined into a single unit. In another embodiment, one or moreof the components may be geographically dispersed throughout the system.All such variations are intended to fall within the scope of thedisclosure. The controller 140 is shown to include a processing circuit202 having a processor 204 and a memory device 206, an emissions circuit208, an engine circuit 210, a motor generator circuit 212, and acommunications interface 216.

In one configuration, the emissions circuit 208, engine circuit 210, andthe motor generator circuit 212 are embodied as machine orcomputer-readable media storing instructions that are executable by aprocessor, such as processor 204. As described herein and amongst otheruses, the instructions of the machine-readable media facilitatesperformance of certain operations to enable reception and transmissionof data. For example, the machine-readable media may provide aninstruction (e.g., command, etc.) to, e.g., acquire data. In thisregard, the machine-readable media may include programmable logic thatdefines the frequency of acquisition of the data (or, transmission ofthe data). The computer readable media may include or store code, whichmay be written in any programming language including, but not limitedto, Java or the like and any conventional procedural programminglanguages, such as the “C” programming language or similar programminglanguages. The computer readable program code may be executed on oneprocessor or multiple remote processors. In the latter scenario, theremote processors may be connected to each other through any type ofnetwork (e.g., CAN bus, etc.).

In another configuration, the emissions circuit 208, engine circuit 210,and the motor generator circuit 212 are embodied as hardware units, suchas electronic control units. As such, the emissions circuit 208, enginecircuit 210, and the motor generator circuit 212 may be embodied as oneor more circuitry components including, but not limited to, processingcircuitry, network interfaces, peripheral devices, input devices, outputdevices, sensors, etc. In some embodiments, the emissions circuit 208,engine circuit 210, and the motor generator circuit 212 may take theform of one or more analog circuits, electronic circuits (e.g.,integrated circuits (IC), discrete circuits, system on a chip (SOCs)circuits, microcontrollers, etc.), telecommunication circuits, hybridcircuits, and any other type of “circuit.” In this regard, the emissionscircuit 208, engine circuit 210, and the motor generator circuit 212 mayinclude any type of component for accomplishing or facilitatingachievement of the operations described herein. For example, a circuitas described herein may include one or more transistors, logic gates(e.g., NAND, AND, NOR, OR, XOR, NOT, XNOR, etc.), resistors,multiplexers, registers, capacitors, inductors, diodes, wiring, and soon). The emissions circuit 208, engine circuit 210, and the motorgenerator circuit 212 may also include programmable hardware devicessuch as field programmable gate arrays, programmable array logic,programmable logic devices or the like. The emissions circuit 208,engine circuit 210, and the motor generator circuit 212 may include oneor more memory devices for storing instructions that are executable bythe processor(s) of the emissions circuit 208, engine circuit 210, andthe motor generator circuit 212. The one or more memory devices andprocessor(s) may have the same definition as provided below with respectto the memory device 206 and processor 204. In some hardware unitconfigurations and as described above, the emissions circuit 208, enginecircuit 210, and the motor generator circuit 212 may be geographicallydispersed throughout separate locations in the system. Alternatively andas shown, the emissions circuit 208, engine circuit 210, and the motorgenerator circuit 212 may be embodied in or within a singleunit/housing, which is shown as the controller 140.

In the example shown, the controller 140 includes the processing circuit202 having the processor 204 and the memory device 206. The processingcircuit 202 may be structured or configured to execute or implement theinstructions, commands, and/or control processes described herein withrespect to the emissions circuit 208, engine circuit 210, and the motorgenerator circuit 212. The depicted configuration represents theemissions circuit 208, engine circuit 210, and the motor generatorcircuit 212 as machine or computer-readable media such that they may bestored and executed by the memory device 206. However, as mentionedabove, this illustration is not meant to be limiting as the presentdisclosure contemplates other embodiments where the emissions circuit208, engine circuit 210, and the motor generator circuit 212, or atleast one circuit of the circuits the emissions circuit 208, enginecircuit 210, and the motor generator circuit 212, is configured as ahardware unit. All such combinations and variations are intended to fallwithin the scope of the present disclosure.

The processor 204 may be implemented as one or more processors, anapplication specific integrated circuit (ASIC), one or more fieldprogrammable gate arrays (FPGAs), a digital signal processor (DSP), orother suitable electronic processing components. In some embodiments,the one or more processors may be shared by multiple circuits (e.g., theengine circuit 210 and the motor generator circuit 212 may comprise orotherwise share the same processor which, in some example embodiments,may execute instructions stored, or otherwise accessed, via differentareas of memory). Alternatively or additionally, the one or moreprocessors may be structured to perform or otherwise execute certainoperations independent of one or more co-processors. In other exampleembodiments, two or more processors may be coupled via a bus to enableindependent, parallel, pipelined, or multi-threaded instructionexecution. All such variations are intended to fall within the scope ofthe present disclosure.

The memory device 206 (e.g., memory, memory unit, storage device) mayinclude one or more devices (e.g., RAM, ROM, Flash memory, hard diskstorage) for storing data, logic, instructions, and/or computer code forcompleting or facilitating the various processes, layers and modulesdescribed in the present disclosure. The memory device 206 may becommunicably connected to the processor 204 to provide computer code orinstructions to the processor 204 for executing at least some of theprocesses described herein. Moreover, the memory device 206 may be orinclude tangible, non-transient volatile memory or non-volatile memory.Accordingly, the memory device 206 may include database components,object code components, script components, or any other type ofinformation structure for supporting the various activities andinformation structures described herein.

The communications interface 216 may include any combination of wiredand/or wireless interfaces (e.g., jacks, antennas, transmitters,receivers, transceivers, wire terminals) for conducting datacommunications with various systems, devices, or networks structured toenable in-vehicle communications (e.g., between and among the componentsof the vehicle) and, in some embodiments, out-of-vehicle communications(e.g., with a remote server). For example and regardingout-of-vehicle/system communications, the communications interface 216may include an Ethernet card and port for sending and receiving data viaan Ethernet-based communications network and/or a Wi-Fi transceiver forcommunicating via a wireless communications network. The communicationsinterface 216 may be structured to communicate via local area networksor wide area networks (e.g., the Internet) and may use a variety ofcommunications protocols (e.g., IP, LON, Bluetooth, ZigBee, radio,cellular, near field communication).

The communications interface 216 may facilitate communication betweenand among the controller 140 and one or more components of the vehicle100 (e.g., the engine 101, the transmission 102, the aftertreatmentsystem 120, the sensors 125, other sensors, etc.). Communication betweenand among the controller 140 and the components of the vehicle 100 maybe via any number of wired or wireless connections (e.g., any standardunder IEEE). For example, a wired connection may include a serial cable,a fiber optic cable, a CAT5 cable, or any other form of wiredconnection. In comparison, a wireless connection may include theInternet, Wi-Fi, cellular, Bluetooth, ZigBee, radio, etc. In oneembodiment, a controller area network (CAN) bus provides the exchange ofsignals, information, and/or data. The CAN bus can include any number ofwired and wireless connections that provide the exchange of signals,information, and/or data. The CAN bus may include a local area network(LAN), or a wide area network (WAN), or the connection may be made to anexternal computer (for example, through the Internet using an InternetService Provider).

The emissions circuit 208 is structured to determine an emissions levelbased on emissions data from at least one sensor and, particularly, theaftertreatment sensor(s) 125. The emissions circuit 208 compares thedetermined emissions level to a predefined threshold, which is describedbelow. Based on this comparison, a change in operation of at least oneof the electric motor and engine occurs. The emissions level, asmentioned above, is the amount of an emitted exhaust gas constituent,and particularly an environmentally harmful constituent (e.g., NOx, PM,CO, SOx, greenhouse gases, etc.), from the engine. The emissions levelmay be determined at various locations (e.g., a system out amount suchas downstream of the aftertreatment system, between the engine and theaftertreatment system such as an engine out value, within theaftertreatment system, or some combination thereof). The emissions levelmay be based on emissions data acquired by the sensors 125 such that theemissions level is determined at or near the location of the sensors(e.g., at various locations within the engine 101 and/or aftertreatmentsystem 120). For example, a sensor 125 may be a particulate matter (PM)sensor structured to determine or estimate the amount of particulatematter accumulated in the aftertreatment system 120. Particulate matteris caused by incomplete combustion whereby HC is emitted from theengine. As another example, a sensor 125 may be or also include a NOxsensor. The NOx sensor may acquire data indicative of an amount of NOxat the location of the sensor in the aftertreatment system 120. In otherembodiments, a different exhaust gas constituent sensor may be utilized.While NOx and PM are described herein, it should be understood thatsimilar processes may be utilized with other exhaust gas constituentsdepending on the sensor(s) utilized (e.g., greenhouse gases, SOx, etc.).Based on the aftertreatment system sensor 125 (real or virtual), theemissions circuit 208 may determine an emissions level.

The emissions circuit 208 may determine the emissions level regardingthe exhaust gas constituent at a particular point in time or based on aplurality of sensor readings over a predefined period of time (e.g., aperiod of days, months, etc.). The emissions level may be determinedbased on emissions data from one or more sensors 125 positioned atvarious locations of the engine 101 and/or aftertreatment system 120 atvarious points in time of operation. For example, a system out emissionssensor, such as a NOx sensor, may be positioned at or near an outletpoint of an engine-exhaust aftertreatment system (e.g., in the tailpipe)to determine the concentration amount of NOx (e.g., a concentrationamount, such as parts per million) that is emitted into the environmentat a particular time. In another embodiment, the emissions level may bedetermined at this position based on the average NOx amount over apredefined duration of time or after a predefined distance traveled bythe vehicle (e.g., 100,000 miles). Based on the emissions data from thesensor 125, the controller determines whether the emissions level is ator above a predefined threshold. As described herein, based on theemissions level determination, the controller 140 adjusts an operatingpoint(s) of the engine 101 and/or the motor generator 106.

In another embodiment and as shown in FIG. 2 , there may be two or moresensors positioned throughout the aftertreatment system 120 (proximatethe SCR, DPF, DOC, etc.) that are used to determine the emissions levelby the emissions circuit 208. For example, two NOx sensors may beprovided, such that one sensor is positioned upstream of theaftertreatment system 120 and a second sensor is positioned downstreamof the aftertreatment system 120. One or more of the two NOx sensors maybe virtual. As described above, a virtual sensor is a non-physicalsensor that utilizes data from other sensor to determine or estimate avalue, which in this case, is NOx. In one embodiment, both of the NOxsensors are virtual. In another embodiment, only one of the NOx sensorsare virtual (e.g., upstream sensor or downstream sensor). In yet anotherembodiment, both of the NOx sensors are actual non-virtual sensors.Based on the readings/measurements from the two NOx sensors, in oneembodiment, the emissions circuit 208 may utilize the higher NOx readingto determine an emissions level. Or, the emissions circuit 208 maycompare the readings from each NOx sensor to a model (i.e., a predictedoutput) based on the operation of the engine or vehicle to determinewhich of the plurality of measurements is more accurate relative to themodel. The emissions circuit 208 may then utilize the relatively moreaccurate NOx reading to determine the emissions level (e.g., at aparticular point in time, as an average or other statistic (e.g.,median) over a predefined period of time, etc.).

As mentioned above, in some embodiments, at least one of the sensors 125may be a PM sensor positioned within the aftertreatment system (e.g.,proximate the DPF). The PM sensor determines an amount of accumulatedparticulate matter in the aftertreatment system at a particular time ata particular location (the location of the PM sensor). The emissionscircuit 208 may determine a PM emissions level based on a determinedaverage PM amount over a predefined duration of time (e.g., average,median, etc.), a distance traveled of the vehicle (e.g., 100,00 miles),or at a particular time of operation of the vehicle. Based on theemissions data from the sensor (e.g., PM data), the controllerdetermines whether the emissions level is at or above a predefinedthreshold.

In other embodiments, another sensor type may be used to estimate the PMin the aftertreatment system. For instance, an exhaust flow rate sensormay be positioned at an outlet of the DPF to provide data indicative ofan exhaust flow rate through the DPF. When the exhaust gas flow rate isbelow a threshold value, the emissions circuit 208 may determine thatthe system is not operating as intended (e.g., there is a buildup of PMon the DPF that is adversely restricting the flow of exhaust gases). Inanother embodiment, there may be more than one exhaust gas flow ratesensor positioned within the aftertreatment system. For instance, theremay be a flow rate sensor at an inlet and an outlet of the DPF, suchthat a difference in flow rate is determined based on data from the twosensors. The emissions circuit 208 may determine a reduced flow rate(i.e., an emissions level) that exceeds a desired or preset acceptablelevel (i.e., a predefined threshold for the emissions value) based onthe difference between the DPF inlet and outlet. The emissions circuit208 may determine a PM emissions level based on a determined orestimated exhaust gas flow rate from the exhaust gas flow rate sensor(e.g., flow rates that are lower than expected based on a comparison toa model or look-up table comprising experimental data may indicate PMbuild-ups in the system beyond an acceptable amount).

In another embodiment, at least one of the sensors 125 may be a CO₂sensor positioned within or proximate to the aftertreatment system. TheCO₂ sensor determines an amount of carbon dioxide in the exhaust gas ata particular time at a particular location (the location of the CO₂sensor). The emissions circuit 208 may determine a CO₂ emissions levelbased on a determined average CO₂ amount over a predefined duration oftime, an average or other statistic after a predefined amount of adistance traveled of the vehicle (e.g., 100,00 miles), or aninstantaneous or nearly instantaneous amount at a particular time ofoperation of the vehicle. The CO₂ sensor may be a real or a virtualsensor. Further, multiple CO₂ sensor may be used to determine orestimate an emissions level regarding CO₂ from the system.

In yet another embodiment, at least one of the sensors 125 may be anammonia (NH3) sensor structured to determine an amount of ammonia at itslocation. For example, an ammonia slip sensor may be disposed in theaftertreatment system that is structured to determine an amount ofunreacted ammonia at a particular time (or over a predefined amount oftime) from the dosing system. The emissions circuit 208 may determine anaverage amount of ammonia based on the ammonia sensor measurements overa predefined amount of time, distance traveled for the vehicle, oranother unit of measurement. Multiple ammonia sensors may be includedwithin the system, and the average, high, or other predefined value maybe used to determine an ammonia emissions level. Based on the emissionsdata from the sensor (e.g., CO₂ data, NH3 data, etc.), the controllerdetermines whether the emissions level is at or above a predefinedthreshold.

In other embodiments, the emissions circuit 208 may determine anemissions level based on sensor readings from multiple differentaftertreatment system sensors 125. As shown in FIG. 2 , there may bedifferent types of sensors 125 located at various positions in theaftertreatment system 120. For instance, there may be a NOx sensor and aPM sensor positioned within the aftertreatment system proximate the SCRand DPF, respectively. There may also be an exhaust flow rate sensor atboth an inlet and an outlet of the DPF, and a NOx sensor at the outletof the aftertreatment system 120. These sensors may determine anemissions level as described above at a particular time, as an averagerate over a predefined duration of time, and/or after a set period oftime. Based on the determination of the sensors, the controllerdetermines whether the emissions level is at or above a predefinedthreshold for one or more of these measurements or readings. Theemissions circuit 208 may be programmed to favor the NOx sensordetermination over the PM sensor determinations, for example. In yetanother embodiment, the emissions circuit 208 is structured to utilizethe reading that differs the most from the predefined threshold value,such as NOx being above a predefined acceptable NOx value more so thanPM being above a predefined acceptable PM value. Thus, the sensors 125may be used to determine an emissions level in a variety of differentways. As described herein, based on the emissions level determination,the controller 140 adjusts the engine 101 and/or the motor generator106.

The emissions circuit 208 may receive or, in some embodiments, determinefault conditions with respect to the engine and associates systems(e.g., EGR, turbocharger, fuel system, etc.) and/or aftertreatmentsystems (e.g., indicating issues within the SCR, DOC, DPF, DEF dosingsystem, etc.). Accordingly, the emissions circuit 208 may receive ordetermine indicators regarding operation of the engine 101 and/oraftertreatment system 120 (e.g., onboard diagnostic codes, such as OBDcodes, diagnostic trouble codes, fault codes, etc.). For example, thedetermined amount of ammonia from the ammonia slip sensor may indicate aparticular fault condition with respect to the DEF dosing system (e.g.,more ammonia is determined to be present in the system than what hasbeen commanded). These indicators can be used by the emissions circuit208 to determine potential statuses/conditions with respect to thecomponents (e.g., health, whether the component is operating asintended, etc.). These indicators may be used to determine whether/howto adjust the operating point(s) of the motor generator and/or engine.

The emissions circuit 208 may further be configured to compareinformation from the sensors and the fault codes. For instance, theremay be a fault code indicating the SCR is not operating as intended andsimultaneously a reading from a NOx sensor indicating the NOx amount outexceeds a predefined threshold. Thus, a two-factor approach may be used(fault codes and sensor readings) to confirm that a reading,determination, or measurement of a sensor is likely correct. Forexample, if a sensor 125 is a NOx sensor that provides emissions datathat exceeds an expected value by more than a threshold amount, ratherthan potentially determining an error with the sensor, the emissionscircuit 208 examines a detected or determined fault condition(s). Ifthere is a fault condition with the SCR, the emissions circuit 208 thendetermines that the NOx measurement, while higher than expected, islikely accurate given the fault or potential fault condition with theSCR. In this situation, the motor generator circuit 212 may commandrelatively more power output from the electric motor in certainsituations in order to prevent high NOx emissions that may otherwiseoccur more frequently given the SCR fault. In another embodiment, theemissions circuit 208 provides a determined or received fault conditionindependent of sensor readings to the engine and motor generatorcircuit. In this situation, the operating points of the motor generatorand engine may be controlled based on certain fault conditions tomitigate emissions of a certain exhaust gas constituent.

The emissions circuit 208 is structured to receive the emissions data todetermine an emissions level (e.g., a transformation of the data todetermine an amount of an exhaust gas constituent or the amount may bedirectly determined by the sensor) to a predefined threshold. Thepredefined threshold may correspond to the determined emissions level ofthe particular exhaust gas constituent (e.g., particulate matter, SOx,NOx, etc.). The predefined threshold may be a predefined value or anacceptable range of values for the particular exhaust constituent. Thepredefined value may be a preset value at the time of manufacturing thatindicates an acceptable emissions level for a particular exhaust gasconstituent (e.g., particulate matter, SOx, NOx, etc.). The predefinedvalue may correspond to one or more emissions regulations (e.g., a NOxemissions regulations such as set by CARB). The predefined value may bedynamic in that the value changes as a function of location of thevehicle or time (e.g., updated as emissions regulations change and, viaa telematics unit, the updated acceptable predefined value istransmitted to the controller 140). For example, different states mayhave different emissions requirements such that, for example, theacceptable NOx value may change from state-to-state and location data(e.g., GPS) changes the set point as the vehicle goes fromstate-to-state.

In some embodiments, the predefined threshold can be a calibratedthreshold. In this regard, the emissions circuit 208 may utilize amodel, algorithm, process, etc. that analyzes the changes of a certainemissions parameter (e.g., NOx output, PM, etc.) over a certain periodof time. For example, the NOx emissions over the past six months may beaverage at X, and previous X−Y. Thus, the emissions circuit 208 mayestimate or predict that the NOx emissions going forward will be X+Y.Accordingly, the threshold may change over time as the system evolvesand changes. For example, the threshold may change when the age of theaftertreatment system or component thereof is above a threshold (e.g.,lower than with a newer system or component). As another example, thethreshold may change when a fault condition is detected or determinedfor the aftertreatment system or component thereof (e.g., lower thanwith a healthy system or component). By dynamically changing thethreshold based on age and/or fault data, additional wear and tear fromelevated emissions may be reduced. For example, the engine circuit maycommand relatively lower power output from the engine in more situationsthan normal (e.g., a lower power output than needed for a high loadsituation, such as a hill or towing a vehicle) and, instead, command anincrease in power output from the electric motor. This control strategyfunctions to reduce the stress on the aftertreatment system until it canbe serviced.

In another embodiment and as alluded to above, the emissions circuit 208may utilize an age of a component to determine its efficacy, which maybe used to control operation of the engine and/or electric motor. Thismay be similar to the usage of fault codes as described above. Or, asdescribed above, the age data may be used to change the threshold forthe emissions level. As a SCR ages, the SCR may become less effective atreducing NOx to nitrogen and water. As a result, if the catalyst hasaged beyond a threshold value (even though there is not a fault code),the engine circuit 210 is configured to anticipate the lowerefficiency/higher emissions and adjust the engine operating pointaccordingly (e.g., reduce power output during transient moments or inhigh load situations where NOx production is likely at elevated levels).To make up for vehicle power demands, the motor generator circuit maycommand an increase of power output from the electric motor. An agingmodel or look-up table may be stored by the emissions circuit 208 thatcorrelates an operation parameter of the component (hours of operation,distance traveled, time since install or refurbish date, etc.) to anexpected efficiency of that component. If the determined efficiency isbelow a threshold value, the emissions circuit 208 may determine thatemissions will not be as good as expected given the age of thecomponent. In certain configurations, the model or table may indicatehow the component operates under certain conditions (e.g., loads beyonda threshold value, certain engine speed and torque combinations, etc.).

The engine circuit 210 is structured to communicate with and control, atleast partly, the engine 101 based on feedback from the sensors 125. Inparticular, the engine circuit 210 is structured to control one or moreoperating points (speed, torque, etc.) of the engine 101 based on thecomparison of the determined emissions level relative to the predefinedthreshold by the emissions circuit 208. The engine circuit 210 isstructured to transmit a command to designate a desired operating pointof the engine 101 (e.g., a target torque and/or speed output) inresponse to data/information from the sensors 125 (e.g., certainemissions being at or above a predefined threshold). The engine circuit210 may command an air-handling actuator, a turbocharger position, anEGR position (e.g., the EGR valve), etc. For instance, the emissiongases in the exhaust stream move from the exhaust side of theturbocharger to the aftertreatment system. As such, changing the turbinespeed of the turbocharger may change the efficiency of the turbocharger,thus effecting the power per engine cycle and the emissions output.

The engine circuit 210 may also be coupled to fueling system to control,for example, a fuel rail pressure and other fueling commands for theengine (e.g., quantity and amount of fuel injected). The commands may bedetermined based on the emissions level relative to the predefinedthreshold. For example, the engine circuit 210 may be coupled to a fuelinjector and associated actuators. The engine circuit 210 may provide acommand to open the fuel injector and for a predefined duration toinject fuel into an associated cylinder of the engine 101.

In one embodiment wherein the system out NOx sensors acquire dataindicative of a NOx amount and/or an oxygen concentration in the exhaustgas, the controller may command the engine circuit 210 to reduce theengine speed when the NOx emissions are at or above the predefinedthreshold in order to reach a target engine out NOx level. As describedherein, higher combustion temperatures promote EONOx production.Increasing EGR leads to reduction in combustion temperatures, whichreduces EONOx. As such, the engine circuit 210 modulates the engineoperating point, specifically the power output from the engine inresponse to the emission level being at or above the predefinedthreshold. The engine operating point command may be a command tocontrol an engine torque (e.g., a desired torque output), an enginespeed (a desired engine speed), a fueling command (e.g., injectorquantity and timing), an exhaust gas recirculation amount, combinationsthereof, and so on. Higher loads and power demands tend to increasecombustion temperatures and, in turn, EONOx. Higher power outputcoincides with higher fueling pressures and quantity (increases in fuelrail pressure). In turn, increasing fueling pressures, quantity, etc.also tends to promote EONOx production. Therefore, reducing engine poweroutput of the engine 101 by the engine circuit 210 may reduce, in thiscase, NOx emissions.

As another example, a system out NOx sensor may acquire data indicativeof a system out NOx being at or above a predefined threshold amount andthe engine circuit commands increases the engine speed and torque. Thehigher speed and torque promotes higher exhaust gas temperatures whichmay raise a SCR catalyst temperature. If the temperature of the SCRcatalyst is below a threshold value or range, the effectiveness of theSCR catalyst in reducing NOx may be reduced. As such, the engine circuit210 modulates the engine operating point, to increase the engine poweroutput of the engine 101 to increase the exhaust gas temperature topromote higher activity of the SCR catalyst and reduce NOx emissions.

In another embodiment wherein the PM sensors acquire data indicative ofan accumulated amount of PM, the controller may command the enginecircuit 210 to reduce the engine speed when the accumulated PM is at orabove the predefined threshold. As described herein, particulate matteris caused, at least partly, by incomplete combustion. While increasingexhaust gas recirculation (EGR) leads to reduction in combustiontemperatures, which reduces EONOx, EGR can promote particulate matteremissions due to incomplete combustion of particles. Thus, the enginecircuit 210 may reduce the power output to reduce combustiontemperatures and reduce reliance on EGR to, in turn, reduce PMproduction.

As yet another example, the CO₂ sensor(s) may acquire data indicative ofan amount of carbon dioxide in the exhaust gas. Based on the CO₂ amountbeing above a predefined threshold, the controller may adjust one ormore engine operating points to improve engine brake thermal efficiency(BTE) to in turn reduce CO₂ emissions. BTE may be defined as a ratio ofbrake power to thermal power from fuel (e.g., BTE increases as theengine does more work per an amount of fuel consumed). CO₂ may be basedon the carbon content of a fuel and result from, at least partly,incomplete combustion. As such, the engine circuit 210 may increase thepower output relative to a certain fuel input to increase powerconsumption per unit of fuel to increase BTE and decrease CO₂production. The controller may store one or more BTE maps such that thecontroller may readily adjust the BTE from to affect CO₂ emissions.Concurrently or nearly concurrently, the power output from the electricmotor may be decreased such that vehicle power demand is substantiallymaintained.

In another embodiment, the controller may command the engine circuit 210based on one or more generated fault codes or conditions (e.g., DTCs).As described herein, there may be a fault code indicating the SCR is notoperating as intended. In this situation, the engine circuit 210 maydecrease the power output of the engine 101 to prevent high NOxemissions. Thus, the engine circuit 210 operates to take into accountfault conditions (e.g., an aged catalyst, a fault code with an SCRcatalyst or DPF, and so on). The controller 140 may then commandadditional power output from the motor generator to accommodate driveror vehicle power demands. For example, the controller may increase thepower output from the electric motor when a high load that exceeds apredefined value is exceed is encountered (e.g., on a hill, towing avehicle, etc.) and/or when a transient increase in load is experienced(e.g., in a passing event on a highway, etc.). High load situationstypically increase in exhaust gas temperatures to increase catalyticactivity. However, if a fault code or other error condition is presentin the aftertreatment system, then the effectiveness of theaftertreatment system may be diminished even in these conditions. But,high load situations indicate heightened driver demands. Therefore, thecontroller 140 increases the power output from the electric motor tomeet the driver demands. Thus, the driver does not experience a changein performance but the emissions (e.g., NOx) are actively addressed andmitigated.

The motor generator circuit 212 is structured to communicate with andcontrol, at least partly, the motor generator 106. For instance, themotor generator circuit 212 sends a command to designate the desiredpower output (e.g., current, voltage) when the sensors 125 provideinformation indicative of the emissions being at or above a threshold(i.e., an emissions level, such as NOx, being above a thresholdacceptable NOx value). As described herein, the command may be based onthe engine circuit 210. For instance, the engine circuit 210 maycommunicate with the motor generator circuit 212 to send a command whenthe operating point of the engine 101 is adjusted. The motor generatorcircuit 212 adjusts the motor generator 106 according to the adjustmentmade to the engine 101 to compensate for the desired power output anddriver power demands (i.e., the motor generator circuit 212 controls anelectric motor in response to the adjustment of the engine to compensatefor a change in power from the engine to reduce the emissions level tobelow the predefined threshold). A “change in power” may refer to anincrease or decrease in power demand (e.g., torque, speed) that exceedsa predefined value relative to the current power demand (e.g., anabsolute amount such as 10 horsepower or a percentage value, such astwenty percent). In another example, the “change in power” may change asa function of the current power output. In this regard, at relativelower power outputs, the “change in power” may be a relatively lowervalue (e.g., 10 horsepower) whereas at higher power outputs, the spikemay be a different value (e.g., 10+X horsepower). In some embodiments,the “change in power” may be based on a torque or speed value alone, andnot a power output amount. In any event, and in some embodiments, the“change in power” value may not be a constant value. In otherembodiments, the change in power output is a constant value. Whileprimarily described herein as a reduction in a change of power output(e.g., from the engine), it should be understood that increases are alsocontemplated by the present disclosure (e.g., a power increase maycorrespond to better emissions than a power decrease). As the poweroutput capabilities of vehicles may vary, the “change in power” for onevehicle may differ relative to another vehicle. Thus, the motorgenerator circuit 212 and the engine circuit 210 may operate together tocontrol emissions from the system based on the determined emissionslevel from the emissions circuit 208.

In some embodiments, the motor generator circuit 212 may increase thepower output from the motor generator 106 to make up the power lost fromthe engine 101. For instance, when the controller reduces the poweroutput from the engine 101, the motor generator circuit 212 increasesthe power output from the motor generator 106 to meet driver demands.For instance, if the driver is on a highway at the time the sensors 125indicate an emissions level (e.g., NOx) exceeding a threshold that hasbeen adjusted lower due to a SCR a fault code, the power needs to beincreased to meet driver demands and maintain speed, so more power fromthe electric motor is commanded. Advantageously, by reducing the poweroutput from the engine 101, the engine out NOx is reduced, which likelyreduces system out NOx.

In some embodiments, the target operating point may require the engine101 to produce more torque or power to increase exhaust gas temperatureto promote catalytic activity, to burn off build-up for a regenerationevent, etc. Thus, in this case, the optimal power output from the engine101 may be an increase in power output (e.g., to heat up exhaust gastemperatures to promote catalytic activity). This is not typicaloperation due to the increase in fueling required for the increase inpower output (i.e., worse fuel economy). To maintain driver demands, thecontroller 140 may determine the current power output before theincrease in power output from the engine 101. In turn, controller 140commands the motor generator 106 to produce less power to meet orsubstantially meet the previous current power demand. Thus, the electricmotor is providing the difference in power out from the increase (or, insome situations, decrease) of power output from the engine 101. Theoptimal power split is dependent on the optimal efficiency point inreducing emissions. For example, the emissions level may be in relationto a NOx output amount. When the NOx amount is below the predefinedthreshold, the optimal power split may focus on reducing fuelconsumption and CO2. Thus, in this situation, NOx is important indetermining how emissions are controlled even when the NOx amount isbelow the threshold. It is important to note that the controller 140 isconfigured to prioritize reducing emissions in contrast to a typicalbalance of power output between the engine 101 and the motor generator.For instance, to meet driver power demands, it may be more efficient inlight of the stored electrical power to continue commanding a majorityof the power from the engine, however reducing the emissions output isprioritized and thus the controller 140 may demand a reduction of poweroutput from the engine 101 an increase in power output from the motorgenerator 106 to, for example, reduce particulate matter emissions.

The motor generator circuit 212 may also be structured to receive oracquire data regarding the battery 107 (i.e., the SOC) to control themotor generator 106 and battery 107. The motor generator circuit 212 isstructured to manage the usage of electrical energy from the battery 107to provide the necessary power to the motor generator 106. For example,when the engine circuit 210 decreases dependence on the engine 101 tohave lower combustion temperatures, the SOC is measured to determinewhat demands may be provided by electric motor 106 to shift reliancefrom the engine 101 to the motor generator 106 thereby decreasing NOxproduction. For instance, the NOx emissions levels may exceed thepredefined threshold or a fault code is active with respect to SCR thatindicates that the SCR is not operating effectively. Accordingly, toreduce NOx emissions, more power from the motor generator 106 may beprovided than from the engine 101. But, the SOC may be below apredefined threshold value for typical operation for commanding a poweroutput from the electric motor. In contrast to typical operation, themotor generator circuit 212 commands a power output from the electricmotor and shifts reliance from the engine 101 to the motor generator 106to reduce NOx missions. In this regard, the motor generator circuit 212is configured to negate the predefined SOC threshold for providing apower output from the electric motor if the emissions level exceeds ahigher predefined emissions level. A concern is with the emissionsoutput, not feasibility of electrical power storage.

As such, the motor generator circuit 212 may communicate with the enginecircuit 210 based on the SOC of the battery 107. For example, the motorgenerator circuit 212 may determine whether there is enough charge touse the battery 107 at a certain power output and for how long. If thebattery 107 does not have enough power stored to compensate for areduction in power from the engine 101, then the engine circuit 210commands the engine 101 to remain operating at its current point.Although the engine circuit 210 and the motor generator circuit 212 arestructured to alter the commands to the engine 101 and the motorgenerator 106 based on the various levels of the vehicle 100 (e.g., fuellevel, SOC), adjusting the engine 101 to achieve optimal efficiency forreduced emission is prioritized. In other words, the increase ordecrease of the engine 101 is determined first and operation of themotor generator 106 is adjusted to compensate for the change in poweroutput from the engine based on the engine operating point command.Further, in some embodiments, there may be an excess amount of energyproduced when the torque and speed of the engine 101 is increased andthe motor generator 106 is decreased. The excess energy may be used tocharge the battery 107 by the motor generator circuit 212.

The motor generator circuit 212 and engine circuit 210 control theelectric motor and engine 101 to reduce the emissions level to below thepredefined threshold. In this regard, the determine power split andoutput from the engine and electric motor may continue until theemissions level is predefined threshold or in response to a driver powerdemand that overrides the implemented power split. The aftertreatmentsensors 125 may continue to provide data (e.g., feedback data) tomonitor the emissions level until the emissions level is below thepredefined threshold.

Referring now to FIG. 4 , a method 300 for adjusting the operating pointof the engine to reduce an emissions level is shown, according to anexemplary embodiment. The method may be performed by the components ofFIGS. 1-3 , such that reference may be made to them to aid explanationof the method 300.

At processes 302 and 304, a signal indicative of an emissions level isreceived. As described herein, the sensors 125 may acquire emissionsdata indicative of an emissions level. The sensors 125 that are used todetermine emissions level may be one or more exhaust gas constituentsensors such as NOx sensors, PM sensors, or other exhaust gasconstituent sensors. The sensor may be positioned upstream or downstreamthe aftertreatment system 120, or within the aftertreatment system 120.In some embodiments, the sensors 125 may be other sensors types not thatare not specific exhaust gas constituent sensors (e.g., temperaturesensors, flow rate sensors, etc.). In this situation, a look up table,algorithm, model, or other process may be used to correlate a detectedparameter (e.g., exhaust gas flow rate, temperature, etc.) to a level ofexhaust gas constituent to determine an emissions level for thatconstituent. The sensors 125 communicate an emissions level to thecontroller 140, upon which the controller 140 determines whether theemissions level is at or above a predefined threshold, at process 312.The predefined threshold may correspond to the determined emissionslevel of the particular exhaust gas constituent (e.g., particulatematter, SOx, NOx, etc.). The predefined threshold may be a predefinedvalue or an acceptable range of values for the particular exhaustconstituent. Optionally, the controller 140 may receive a signal ordetermine a fault condition for an engine subsystem fault code atprocess 306 (e.g., fuel system, etc.), an aftertreatment system faultcode at process 308, and/or determine an age of the aftertreatmentsystem or a component thereof at process 310. The fault codes and themodel output may determine how well the aftertreatment system componentsare working or how the engine components are effecting exhaustemissions. As described above, these outputs may be used by thecontroller 140 to at least one of adjust/control the predefinedthreshold or estimate the emissions level with respect to one or moreexhaust gas constituents. In turn, the controller 140 determines whetherthe emissions level is at or above a predefined threshold at process312. For instance, if the emissions levels are high, a fault code may begenerated indicating the SCR or the doser may not be operatingeffectively. The fault code is used to determine an effect on emissionsor adjust the predefined threshold. An error code for the SCR mayindicate that the SCR cannot reduce NOx. This may be compounded at coldstart. Thus, at cold start, for example, more reliance on the motorgenerator 106 is utilized as the engine 101 is gradually warmed up toreduce NOx emissions. Further, in embodiments wherein a turbocharger isprovided, the turbocharger increases the efficiency of an internalcombustion engine and power output by forcing extra compressed air intothe combustion chamber. A fault code indicating an error in theturbocharger may similarly indicate an effect on the emissions level.For instance, if the turbocharger is not operating as intended, theefficiency of the engine is effected and thus, the emissions output mayincrease or otherwise not provide expected results.

The aftertreatment aging model may be a model which analyzes the changesover a certain period of time to predict expected operation ofcomponents of the aftertreatment system over that time. The model mayobserve trends in the efficiency and performance of variousaftertreatment components to predict when the vehicle will be operatingat a certain efficiency level. For instance, if the SCR efficiency isdecreasing at a certain rate, the model may provide an indicationregarding whether the efficiency will be below a predefined thresholdand how much time before that occurs. The aftertreatment aging model mayutilize a look up table. For instance, the aftertreatment aging modelcan correlate miles, time, age, etc. to the efficiency of that unit(e.g., the SCR). For instance, at 500,000 miles and at the current poweroutput band, it can be determined that the SCR is behaving 30% aseffectively than as it would be when it was brand new. Based on thedetermination that the SCR is operating less efficiently (e.g., 30%less) under similar conditions, the controller can determine that therewill be a corresponding increase (e.g., 30% more) emissions. The modelmay be stored by the emissions circuit 208. Alternatively, the emissionscircuit 208 may receive information over a network to determine an ageof the aftertreatment system or component thereof (e.g., via theInternet).

At process 314, a command from the controller 140 to control of theengine 101 is provided to adjust the operating point of the engine toreduce emissions based on the comparison of the emissions level to thepredefined threshold. For example, if the emission level is above thepredefined threshold, this may indicate non-compliance for certainemissions regulations (e.g., NOx above a regulated threshold value). Assuch and based on this determination, the engine circuit 210 commandsand adjusts the operating point of the engine. As discussed herein, theadjustment may include increasing or decreasing the power output of theengine 101. For instance, higher combustion temperatures promotes NOxproduction, so to reduce emissions (e.g., NOx, particulate matter) thesystem 100 may reduce reliance on the engine 101 in favor of more powerfrom the motor generator 106. Alternatively, increasing power outputfrom the engine 101 may lead to higher exhaust gas temperatures whichheats ups the SCR to promote catalytic activity and reduce NOxemissions. Here, the engine circuit 210 functions to control the engineoperating point (e.g., increasing or decreasing a power output) tooptimize emissions (e.g., produce less of, for example, engine out NOx)even if adjusting the engine operating point in this manner may resultin some sacrifice in performance.

At process 316, a command to control of the motor generator 106 isprovided by the controller 140 to adjust electric motor operation tomaintain (i.e., meet or substantially meet) driver or vehicle powerdemands based on the adjusted engine operating point. For example, ifthe power output of the engine 101 is decreased via the engine circuit210, the motor generator circuit 212 adjusts the motor generator 106 toincrease power output in response to the new engine operating point, andthus maintain driver power demands. As another example, if the poweroutput of the engine 101 is increased via the engine circuit 210 becausean increase in power output corresponds to a decrease in emissions, themotor generator circuit 212 adjusts the motor generator 106 to decreasepower output in response to the new engine operating. In someembodiments, the excess power from the electric motor may be diverted tothe battery to charge the battery. In other embodiments, the excesspower from the electric motor may be diverted to the other devices, suchas an electric exhaust heater (or, a battery or other electrical storagedevice). The heater may be any sort of external heat source that can bestructured to increase the temperature of passing exhaust gas, which, inturn, increases the temperature of components in the aftertreatmentsystem 120, such as the DOC or the SCR. As such, the heater may be anelectric heater, a grid heater, a heater within the SCR, an inductionheater, a microwave, or a fuel-burning (e.g., HC fuel) heater. In thisexample, the heater is an electric heater that draws power from themotor generator 106. Alternative to heating the exhaust gas, the heatermay be positioned proximate a desired component to heat the component(e.g., DPF) by conduction (and possibly convection). Multiple heatersmay be used with the exhaust aftertreatment system, and each may bestructured the same or differently (e.g., conduction, convection, etc.).Further, the controller may control operating characteristics of theheater, such as full power on, partial power on, intermittently turningthe heater on/off, and so on.

The motor generator circuit 212 may command continued use/power outputfrom the motor generator 106 until driver demands necessitate a changein power split or until the emissions level are below the predefinedthreshold. For instance, if the driver is idling or driving at a high,efficient speed (e.g., on a highway) and driver demands are alreadybeing met, the motor generator circuit 212 may not shift power outputfrom the motor generator 106. Further, if the driver demands increase(e.g., accelerating to pass, accelerating from a stop to a start, etc.),the motor generator circuit 212 may communicate with the engine circuit210 to alternate the power output yet still function to reduce theemissions level to below the predefined threshold.

As utilized herein, the terms “approximately,” “about,” “substantially”,and similar terms are intended to have a broad meaning in harmony withthe common and accepted usage by those of ordinary skill in the art towhich the subject matter of this disclosure pertains. It should beunderstood by those of skill in the art who review this disclosure thatthese terms are intended to allow a description of certain featuresdescribed and claimed without restricting the scope of these features tothe precise numerical ranges provided. Accordingly, these terms shouldbe interpreted as indicating that insubstantial or inconsequentialmodifications or alterations of the subject matter described and claimedare considered to be within the scope of the disclosure as recited inthe appended claims.

It should be noted that the term “exemplary” and variations thereof, asused herein to describe various embodiments, are intended to indicatethat such embodiments are possible examples, representations, orillustrations of possible embodiments (and such terms are not intendedto connote that such embodiments are necessarily extraordinary orsuperlative examples).

The term “coupled” and variations thereof, as used herein, means thejoining of two members directly or indirectly to one another. Suchjoining may be stationary (e.g., permanent or fixed) or moveable (e.g.,removable or releasable). Such joining may be achieved with the twomembers coupled directly to each other, with the two members coupled toeach other using one or more separate intervening members, or with thetwo members coupled to each other using an intervening member that isintegrally formed as a single unitary body with one of the two members.If “coupled” or variations thereof are modified by an additional term(e.g., directly coupled), the generic definition of “coupled” providedabove is modified by the plain language meaning of the additional term(e.g., “directly coupled” means the joining of two members without anyseparate intervening member), resulting in a narrower definition thanthe generic definition of “coupled” provided above. Such coupling may bemechanical, electrical, or fluidic. For example, circuit A “coupled” tocircuit B may signify that the circuit A communicates directly withcircuit B (i.e., no intermediary) or communicates indirectly withcircuit B (e.g., through one or more intermediaries).

While circuits with particular functionality is shown in FIG. 3 , itshould be understood that the controller 140 may include any number ofcircuits for completing the functions described herein. For example, theactivities and functionalities of the emissions circuit 208, enginecircuit 210 and the motor generator circuit 212 may be combined inmultiple circuits or as a single circuit. Additional circuits withadditional functionality may also be included. Further, the controller140 may further control other activity beyond the scope of the presentdisclosure.

As mentioned above and in one configuration, the “circuits” may beimplemented in machine-readable medium storing instructions forexecution by various types of processors, such as the processor 204. Anidentified circuit of executable code may, for instance, comprise one ormore physical or logical blocks of computer instructions, which may, forinstance, be organized as an object, procedure, or function.Nevertheless, the executables of an identified circuit need not bephysically located together, but may comprise disparate instructionsstored in different locations which, when joined logically together,comprise the circuit and achieve the stated purpose for the circuit.Indeed, a circuit of computer readable program code may be a singleinstruction, or many instructions, and may even be distributed overseveral different code segments, among different programs, and acrossseveral memory devices. Similarly, operational data may be identifiedand illustrated herein within circuits, and may be embodied in anysuitable form and organized within any suitable type of data structure.The operational data may be collected as a single data set, or may bedistributed over different locations including over different storagedevices, and may exist, at least partially, merely as electronic signalson a system or network.

While the term “processor” is briefly defined above, the term“processor” and “processing circuit” are meant to be broadlyinterpreted. In this regard and as mentioned above, the “processor” maybe implemented as one or more processors, application specificintegrated circuits (ASICs), field programmable gate arrays (FPGAs),digital signal processors (DSPs), or other suitable electronic dataprocessing components structured to execute instructions provided bymemory. The one or more processors may take the form of a single coreprocessor, multi-core processor (e.g., a dual core processor, triplecore processor, quad core processor, etc.), microprocessor, etc. In someembodiments, the one or more processors may be external to theapparatus, for example the one or more processors may be a remoteprocessor (e.g., a cloud based processor). Alternatively oradditionally, the one or more processors may be internal and/or local tothe apparatus. In this regard, a given circuit or components thereof maybe disposed locally (e.g., a local computing system, etc.) or remotely(e.g., as part of a remote server such as a cloud based server). To thatend, a “circuit” as described herein may include components that aredistributed across one or more locations.

Although the figures and description may illustrate a specific order ofmethod steps, the order of such steps may differ from what is depictedand described, unless specified differently above. Also, two or moresteps may be performed concurrently or with partial concurrence, unlessspecified differently above. Such variation may depend, for example, onthe software and hardware systems chosen and on designer choice. Allsuch variations are within the scope of the disclosure.

The foregoing description of embodiments has been presented for purposesof illustration and description. It is not intended to be exhaustive orto limit the disclosure to the precise form disclosed, and modificationsand variations are possible in light of the above teachings or may beacquired from this disclosure. The embodiments were chosen and describedin order to explain the principals of the disclosure and its practicalapplication to enable one skilled in the art to utilize the variousembodiments and with various modifications as are suited to theparticular use contemplated. Other substitutions, modifications, changesand omissions may be made in the design, operating conditions andarrangement of the embodiments without departing from the scope of thepresent disclosure as expressed in the appended claims.

Accordingly, the present disclosure may be embodied in other specificforms without departing from its spirit or essential characteristics.The described embodiments are to be considered in all respects only asillustrative and not restrictive. The scope of the disclosure is,therefore, indicated by the appended claims rather than by the foregoingdescription. All changes which come within the meaning and range ofequivalency of the claims are to be embraced within their scope.

What is claimed is:
 1. A system, comprising: at least one sensor coupledto an aftertreatment system; and a controller comprising at least oneprocessor coupled to at least one memory device storing instructionsthat, when executed by the at least one processor, cause the controllerto perform operations including: determining that an emissions level isat or above a predefined threshold based on received emissionsinformation; adjusting an operating point of an engine in response tothe emissions information from the at least one sensor indicating thatthe emissions level is at or above the predefined threshold and based ona fault indicator regarding a component of the system; and controllingan electric motor in response to the adjustment of the operating pointof the engine based on a change in power output from the engine toassist in a desired emissions characteristic.
 2. The system of claim 1,wherein the fault indicator regarding the component of the systemincludes a fault indicator regarding an exhaust gas recirculationsystem, a fault indicator regarding a turbocharger, a fault indicatorregarding a fuel system, or a fault indicator regarding a component ofthe aftertreatment system.
 3. The system of claim 1, wherein theinstructions, when executed by the at least one processor, further causethe controller to perform operations comprising decreasing a poweroutput from the electric motor to meet or substantially meet a powerdemand.
 4. The system of claim 1, wherein the emissions informationincludes an amount of at least one of a greenhouse gas, nitrous oxide,or particulate matter, and wherein the instructions, when executed bythe at least one processor, further cause the controller to performoperations comprising: determining that the amount of the at least oneof the greenhouse gas, nitrous oxide, or particulate matter is at orabove an associated predefined threshold for the at least one of thegreenhouse gas, nitrous oxide, or particulate matter based on thereceived emissions information from the at least one sensor; wherein theamount is at a particular point in time or based on a plurality of theat least one sensor readings over a predefined period of time.
 5. Thesystem of claim 1, wherein the at least one sensor includes a firstsensor positioned upstream of a selective catalytic reduction system ofthe aftertreatment system and a second sensor positioned downstream ofthe selective catalytic reduction system.
 6. The system of claim 1,wherein the operating point is at least one of a torque of the engine ora speed of the engine.
 7. The system of claim 1, wherein theinstructions, when executed by the at least one processor, further causethe controller to perform operations comprising causing a diversion ofexcess electrical energy to a battery or other device coupled to theelectric motor.
 8. The system of claim 1, wherein the instructions, whenexecuted by the at least one processor, further cause the controller toperform operations comprising increasing the operating point of theengine in response to the emissions level from the emissions informationbeing at or above the predefined threshold to increase a temperature ofan aftertreatment system component or of exhaust gas from the engine,and decreasing a power output of the electric motor.
 9. A system for avehicle, the system comprising: a controller coupled to an electrifiedpowertrain and to at least one sensor disposed in an exhaustaftertreatment system of the vehicle, the controller structured to:determine that an emissions level is at or above a predefined thresholdbased on received emissions information; adjust operation of an enginein response to the emissions information from the at least one sensorindicating that the emissions level is at or above the predefinedthreshold and based on a fault indicator regarding a component of thevehicle; and control an electric motor in response to the adjustment ofthe operation of the engine based on a change in operation of the engineto assist in a desired emissions characteristic.
 10. The system of claim9, wherein the fault indicator regarding the component of the vehicleincludes a fault indicator regarding an exhaust gas recirculationsystem, a fault indicator regarding a turbocharger, a fault indicatorregarding a fuel system, or a fault indicator regarding a component ofthe exhaust aftertreatment system.
 11. The system of claim 9, whereinthe change in operation of the engine is a decrease in power output, andwherein the control of the electric motor is increasing a power outputto meet or substantially meet a power demand.
 12. The system of claim 9,wherein the controller is further structured to decrease an operatingpoint of the engine in response to the emissions information from the atleast one sensor indicating the emissions level being at or above thepredefined threshold, and to increase a power output of the electricmotor based on a vehicle power demand.
 13. The system of claim 9,wherein the at least one sensor includes a NOx sensor and the emissionsinformation includes an exhaust gas NOx value, and wherein thecontroller is further structured to: receive the exhaust gas NOx valuethat exceeds a predefined NOx threshold; receive the fault indicatorregarding a component of the exhaust aftertreatment system; determinethat the exhaust gas NOx value has a confirmed accuracy value based onthe exhaust gas NOx value exceeding the predefined NOx threshold and thefault indicator regarding the component of the aftertreatment system;and selectively increase a power output from the electric motor whiledecreasing a power output from the engine.
 14. The system of claim 13,wherein the fault indicator regarding the component of the vehicleincludes a fault indicator regarding a selective catalytic reductionsystem of the aftertreatment system.
 15. A method, comprising:determining, by a controller, that an emissions level is at or above apredefined threshold based on received emissions information; adjusting,by the controller, an operating point of an engine in response to theemissions information from at least one sensor indicating that theemissions level is at or above the predefined threshold and based on afault code regarding a component of a system having the engine; andcontrolling, by the controller, an electric motor in response to theadjustment of the operating point of the engine to compensate for achange in power output from the engine to assist in a desired emissionscharacteristic.
 16. The method of claim 15, wherein controlling theelectric motor includes: increasing, by the controller, a power outputfrom the electric motor to meet or substantially meet a power demand andreduce the emissions level from the emissions information to be at orbelow the predefined threshold.
 17. The method of claim 15, wherein theemissions information from the at least one sensor is regarding exhaustgas from the engine, wherein the emissions information regarding theexhaust gas includes at least one of a NOx value, a greenhouse gasvalue, or a particulate matter value, and wherein the method furthercomprises: determining, by the controller, that the emissions level ofthe at least one of the NOx value, the greenhouse gas value, or theparticulate matter value is at or above an associated predefinedthreshold for the at least one the NOx value, the greenhouse gas value,or the particulate matter value.
 18. The method of claim 15, furthercomprising: decreasing, by the controller, the operating point of theengine in response to the emissions level from the emissions informationbeing at or above the predefined threshold to decrease combustiontemperatures; and increasing, by the controller, a power output of theelectric motor.
 19. The method of claim 15, further comprising:increasing, by the controller, the operating point of the engine inresponse to the emissions level from the emissions information being ator above the predefined threshold to increase a catalyst temperature ofthe system; and decreasing, by the controller, a power output of theelectric motor.
 20. The method of claim 15, wherein the operating pointis at least one of a torque of the engine or a speed of the engine.